Motor system with magnet for a vehicle fuel pump

ABSTRACT

A rotor for a brushless motor is resistant to degradation in alternative fuels and has desirable magnetic properties. A stator for a brushless DC motor includes coils wound both clockwise and counterclockwise around teeth of a back iron. Pairs of the coils are electrically connected in parallel.

BACKGROUND

1. Field of the Invention

The invention relates to brushless motor systems for vehicle fuel pumps.

2. Discussion

In a conventional DC motor, stationary brushes contact a set of electrical terminals on a rotating commutator. This contact forms an electrical circuit between a DC electrical source and armature coil-windings. The brushes and commutator form a set of electrical switches, each firing in sequence. Electrical power flows through the armature coil closest to the stator.

Conventional fuel pumps for E-85 fuel, i.e., a mixture of up to 85% fuel ethanol and gasoline by volume, include brushed DC motors. Brushes of these motors are susceptible to electrochemical deposition of ions when operating in E-85 fuel. This electrochemical deposition increases the resistance of the motor, which may slow the armature speed, resulting in a reduction of the flow rate of the pump.

A brushless DC motor is an AC synchronous electric motor. Permanent magnets of a rotor rotate relative to a wound stator. An electronic controller distributes power via a solid-state circuit. As power passes through the windings, the induced magnetic field in the windings reacts with the field in the rotor to create mechanical rotation. This mechanical rotation is harnessed via an impeller and pumping chamber in a fuel pump to create desired hydraulic pressure and flow.

Conventional neodymium compression bonded ring magnets used in brushless DC motors soften and come apart when submerged in E-85 fuel. This may result in a locked rotor condition of the motor.

Slot fill is a measure of the percentage of open space of a cross section of a lamination which is filled with copper windings. Conventional winding techniques require thicker wires to achieve desired stator resistance. These thicker wires limit achievable slot fill because the wires bow out from the lamination during winding.

SUMMARY

An automotive fuel pump includes a motor. The motor includes a magnet. The magnet is resistant to material degradation when exposed to alternative fuels. The magnet also exhibits desirable magnetic properties.

While exemplary embodiments in accordance with the invention are illustrated and disclosed, such disclosure should not be construed to limit the claims. It is anticipated that various modifications and alternative designs may be made without departing from the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded perspective view of an exemplary brushless DC electric motor.

FIG. 2 is an exemplary plot of crush strength versus soak time for a high functionality epoxy resin binder.

FIG. 3 is a perspective view of a portion of the back iron and end cap of FIG. 1.

FIG. 4 is an enlarged perspective view, in cross-section, of the back iron and end cap of FIG. 3 taken along line 4-4 of FIG. 3.

FIG. 5 is a plan view, in cross-section, of the stator of FIG. 1 taken along line 5-5 of FIG. 1.

FIG. 6 is a schematic representation of the windings of FIG. 1.

FIG. 7 is an exemplary plot of efficiency versus torque for the motor of FIG. 1.

FIG. 8 is an exemplary plot of speed and current versus torque for the motor of FIG. 1.

FIG. 9 is an exploded perspective view of the adaptor ring and terminals of FIG. 1.

FIG. 10 is a side view, in cross-section, of a portion of the stator of FIG. 1 taken along line 10-10 of FIG. 1.

FIG. 11 is a schematic representation of windings of a leg of an exemplary stator.

FIG. 12 is another schematic representation of windings of a leg of an exemplary stator.

FIG. 13 is a flow chart of a method of forming a ring magnet for a rotor of a brushless motor.

FIG. 14 is a flow chart of a method for manufacturing a stator having a plurality of teeth.

DETAILED DESCRIPTION

FIG. 1 is an exploded perspective view of an exemplary brushless electric motor 8. The motor 8 includes a rotor 10 and a stator 12. The rotor 10 rotates relative to the stator 12 to convert electrical power to mechanical power.

The rotor 10 includes a shaft 14, core 16 and ring magnet 18. In the example of FIG. 1, the shaft 14 is made of stainless steel and the core 16 is made from powered iron. The ring magnet 18 is made from a magnetic powder, preferably a rare-earth magnet powder, compression bonded with a high functionality thermoset resin formulation utilized as a binder. As an example, neodymium-iron-boride may be compression bonded with an epoxy novalac resin formulation. As another example, neodymium-iron-boride may be compression bonded with a phenol-formaldehyde resin formulation. Other configurations and materials may also be used. The ring magnet 18 of FIG. 1 has a residual flux density, Br, in the range of 0.68-0.72 Tesla. Residual flux densities may range from 0.59 to above 0.72 Tesla.

Functionality defines the number of reactive sites available for formation of chemical bonds (or cross-links) between, for example, the epoxy resin molecules during the curing or thermosetting process. The formation of a three dimensional chemical structure by chemical cross-linking imparts the physical, chemical, and mechanical properties to the cured resin formulation. The higher cross-link densities provided by high functionality thermoset resins, such as epoxy resins, typically provide greater chemical resistance, higher mechanical stiffness, and higher thermal stability in the cured resin formulation.

The functionality of an epoxy resin is typically reported as epoxide equivalent weight (EEW) which is defined as the number of grams of material containing one gram equivalent of reactive epoxide group. Resins with smaller values for EEW contain higher epoxide levels and are of higher functionality. Individual high functionality resins typically possess an EEW of less than 200. High functionality, as used herein, refers to an EEW of less than 200.

Unlike conventional rotors coated with organic, inorganic or metallic coatings to protect them from corrosion, the rotor 10 is uncoated. Compression bonding the magnetic powder with the thermoset resin effectively surrounds the particles of the magnetic powder and protects them from corrosion due to exposure to aggressive fuels, such as E-85 ethanol.

FIG. 2 is an exemplary plot of material crush strength versus soak time for the high functionality thermoset resin of the ring magnet 18. The retained material crush strength of the high functionality thermoset resin of the ring magnet 18, i.e., the material crush strength after 1,500 hours of soak time in E-85 ethanol at 60 degrees Celsius, is about 95%. In performing this testing of the retained material crush strength, a compression tester applies a compressive load to a 14 Millimeter×15 Millimeter×4 Millimeter sample. The compressive load is increased until the top and bottom of the tester heads measurably displace relative to one another, i.e., until the sample crushes. This process is repeated three times. Further samples are soaked in E-85 ethanol at 60 degrees Celsius. Every 500 hours, samples are removed and tested as described above. Initially, the high functionality thermoset epoxy resin of the ring magnet 18 crushed at about 80,000 Newtons. After 1,500 hours, the high functionality thermoset epoxy resin of the ring magnet 18 crushed at about 76,000 Newtons.

Referring to FIG. 1, the stator 12 includes a back iron 20, end caps 22, coils 24 a-24 f, adaptor ring 26, and terminals 28 a-28 c.

FIG. 3 is a perspective view of a portion of the back iron 20 and end cap 22. The back iron 20 includes teeth 30. Coils 24 a-24 f (not shown) are formed around teeth 30.

FIG. 4 is an enlarged perspective view, in cross-section, of the back iron 20 and end cap 22 taken along line 4-4 of FIG. 3. The back iron 20 of FIG. 4 is made from a series of stamped sections bonded together via interlock lamination. The end cap 22 of FIG. 4 is insert molded with the back iron 20 using, for example, a high temperature nylon plastic. In alternative embodiments, the back iron 20 and end cap 22 may be manufactured in any desired fashion. For example, the back iron 20 may be cast in several pieces and assembled. Each of the teeth 30 include an anti-cogging notch 32 to reduce the tendency of the rotor 10 to cog while rotating relative to the stator 12.

FIG. 5 is a plan view, in cross-section, of the motor 8 taken along line 5-5 of FIG. 1. Each of the coils 24 a-24 f is wrapped around a respective tooth 30 of the back iron 20. In the embodiment of FIG. 5, some of the coils 24 a-24 f are wrapped clockwise (as indicated by arrow looking radially outward from the center of the motor 8), while other of the coils 24 a-24 f are wrapped counterclockwise (again, as indicated by arrow looking radially outward from the center of the motor 8).

FIG. 6 is a schematic representation of the coils 24 a-24 f. The coils 24 a-24 f are shown in a wye configuration. Delta configurations are also possible. Coils 24 a and 24 d are electrically connected in parallel and electrically connected with the terminal 28 b. Coils 24 b and 24 e are electrically connected in parallel and electrically connected with the terminal 28 c. Coils 24 c and 24 f are electrically connected in parallel and electrically connected with the terminal 28 a. Coils 24 a, 24 b and 24 f are wound clockwise. Coils 24 c, 24 d and 24 e are wound counterclockwise. This electrical configuration permits the use of higher gauge wires and an increased number of windings to achieve desired motor performance. As a result, this electrical configuration allows for increased slot fill.

In the embodiment of FIG. 6, coils 24 a and 24 d are formed from a continuous wire, coils 24 b and 24 e are formed from another continuous wire, and coils 24 c and 24 f are formed from yet another continuous wire. This continuous wire configuration reduces the number of free ends 35 a-35 f associated with the coils 24 a-24 f. Therefore, relatively few connections are necessary. In alternative embodiments, the coils 24 a-24 f may be formed from individual wires. This individual wire configuration would increase, e.g., double, the number of free ends associated with the coils 24 a-24 f.

Each of the wires has a respective interpole section 33 a-33 c. Coils 24 a-24 f are electrically connected at crimp 34 (see FIG. 1).

FIG. 7 is an exemplary plot of efficiency versus torque, at 12 volts, for the motor 8. In the example of FIG. 7, the stator 12 has 22 turns at 20.5 American Wire Gauge. In alternative embodiments, other turns and gauges may be used, e.g., 20 turns at 20 American Wire Gauge, 30 turns at 22 American Wire Gauge, etc. The plot of FIG. 7 shows efficiencies between 60 and 75 percent for a range of torques from 0.02 to 0.08 Newton-Meters. Efficiency peaks around 0.06 Newton-Meters.

FIG. 8 is an exemplary plot of speed and current versus torque, at 12 Volts, for the motor 8. In the example of FIG. 8, the stator 12 has 20 turns at 20 American Wire Gauge. In alternative embodiments, other turns and gauges may be used, e.g., 22 turns at 20.5 American Wire Gauge. The plot of FIG. 8 shows speeds between 11,000 and 9,000 revolutions per minute and currents between 3 and 9 Amps for a range of torques from 0.02 to 0.08 Newton-Meters.

FIG. 9 is an exploded perspective view of the adaptor ring 26 and terminals 28 a-28 c. Terminals 28 a-28 c set within a tower portion 36 of the adaptor ring 26. Terminals 28 a-28 c each include a respective slot portion 38 a-38 c which receives and retains the free ends 35 a-35 f (FIG. 6) of the coils 24 a-24 f.

FIG. 10 is a side view, in cross-section, of a portion of the stator 12 taken along line 10-10 of FIG. 1. Free ends 35 a and 35 d associated with coils 24 a and 24 d electrically connect with the terminal 28 b, preferably through a solderless connection using an insulation-displacement terminal 28 b. Similar connections are made for free ends 35 b and 35 e and the terminal 28 c and free ends 35 c and 35 f and the terminal 28 a.

FIG. 11 is a schematic representation of coils 124 a-124 n of a leg of a stator. Numbered elements differing by 100 have similar, although not necessarily identical, descriptions. This leg may be used in a wye or delta winding pattern. Coils 124 a-124 n may be formed from a continuous wire. At least one of the coils may have a wind direction opposite the others. For example, for 3 coils, coils 124 a and 124 c may be wound clockwise. The coil 124 b may be wound counterclockwise. Other winding configurations are also possible. Some or all of the coils 124 a-124 n may be formed from individual wires. Some or all of the coils 124 a-124 n may have the same wind direction. For example, for 3 coils, the coils 124 a-124 c may be wound counterclockwise. Other winding configurations are also possible.

FIG. 12 is a schematic representation of coils 224 a-224 n of a leg of a stator. This leg may be used in a wye or delta winding pattern. Coils 224 a-224 n may be formed from a continuous wire. At least one of the coils may have a wind direction opposite the others. For example, for 4 coils, coils 224 a and 224 c may be wound clockwise. Coils 224 b and 224 d may be wound counterclockwise. Other winding configurations are also possible. Some of the coils 224 a-224 n may be formed from individual wires. Some or all of the coils 224 a-224 n may have the same wind direction. For example, for 4 coils, coils 224 a and 224 c may be wound counterclockwise. Coils 224 b and 224 d may be wound clockwise. Other winding configurations are also possible.

FIG. 13 is a flow chart of a method of forming a ring magnet for a rotor of a brushless motor. At 40, a high functionality thermoset binder, e.g., epoxy resin, is provided. At 42, the high functionality thermoset binder is mixed with a rare earth magnet powder, e.g., a neodymium-iron-boride powder. At 44, the mixture is compression bonded to form a ring magnet for a brushless motor.

FIG. 14 is a flow chart of a method for manufacturing a stator having a plurality of teeth. At 46, a first wire is wound clockwise around a first tooth. At 48, the first wire is wound counterclockwise around a second tooth. At 50, a second wire is wound clockwise around a third tooth. At 52, the second wire is wound counterclockwise around a fourth tooth. At 54, a third wire is wound clockwise around a fifth tooth. At 56, the third wire is wound counterclockwise around a sixth tooth. At 58, the windings are electrically connected in parallel at the overlap of interpole sections of the first, second and third wires.

While embodiments of the invention have been illustrated and described, it is not intended that these embodiments illustrate and describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. 

1. A brushless electric motor system for an automotive fuel pump being capable of receiving an electrical current, the system comprising: a stator including windings wherein the electrical current flows through the windings to generate a magnetic field; and a rotor, including a ring magnet, being configured to rotate in response to the generated magnetic field wherein the ring magnet comprises a rare earth magnet powder compression bonded with a high functionality thermoset binder such that the ring magnet exhibits a retained material crush strength of at least 90% after being soaked in E-85 fuel for approximately 400 hours.
 2. The system of claim 1 wherein the rotor has a magnetic field strength of at least 0.59 Tesla.
 3. The system of claim 1 wherein the rare earth magnet powder comprises neodymium-iron-boride.
 4. The system of claim 1 wherein the high functionality thermoset binder comprises an epoxy resin.
 5. The system of claim 1 wherein the high functionality thermoset binder comprises a phenol-formaldehyde resin.
 6. The system of claim 1 wherein the rotor is uncoated.
 7. An automotive fuel pump system comprising: a motor having a magnet wherein the magnet comprises a rare earth magnet powder compression bonded with a high functionality thermoset binder such that the magnet exhibits a retained material crush strength of at least 90% after being soaked in E-85 fuel for approximately 400 hours.
 8. The system of claim 7 wherein the magnet has a magnetic field strength of at least 0.59 Tesla.
 9. The system of claim 7 wherein the rare earth magnet powder comprises neodymium-iron-boride.
 10. The system of claim 7 wherein the high functionality thermoset binder comprises an epoxy resin.
 11. The system of claim 7 wherein the high functionality thermoset binder comprises a phenol-formaldehyde resin.
 12. The system of claim 7 wherein the magnet is uncoated.
 13. A method of forming a ring magnet for a rotor of a brushless electric motor, the method comprising: mixing a high functionality thermoset binder with a rare earth magnet powder; and compression bonding the mixture to form a ring magnet for a rotor of a brushless electric motor such that the ring magnet exhibits a retained material crush strength of at least 90% after being soaked in E-85 fuel for approximately 400 hours.
 14. The method of claim 13 wherein the high functionality thermoset binder comprises an epoxy resin.
 15. The method of claim 13 wherein the high functionality thermoset binder comprises a phenol-formaldehyde resin.
 16. The method of claim 13 wherein the ring magnet has a magnetic field strength of at least 0.59 Tesla.
 17. The method of claim 13 wherein the rare earth magnet powder comprises neodymium-iron-boride. 